Lamborghini Urus vs Holden Commodore

What's the difference?

Lamborghini has nailed it. The Urus is a super SUV that’s fast, dynamic, and has Lamborghini looks, but just as importantly it’s practical, spacious, comfortable and easy to drive. You’re not going to find those last four attributes in a sentence about an Aventador.

Where the Urus loses marks is in terms of warranty, value for money and fuel consumption.

I didn’t take the Urus on the Corsa nor the Neve, nor Sabbia and Terra, but as I said in my video we know this SUV is capable on the track and that it can go off-road.

What I really wanted to see was how well it handled regular life. Any competent SUV can deal with shopping centre car parks, dropping kids off at school, carrying boxes and bags, and of course fitting and being driven as you would any car.

The Urus is a Lamborghini anybody could drive, pretty much anywhere.

So will the new Commodore become Australia's favourite car? I strongly doubt it, but it's not the car's fault, and it wouldn't be any different if it was a rear-wheel drive, V8, Australian-built sedan. Australian buying habits have just moved on, and diversified into a range of SUVs, small hatches and dual-cab utes. 

Taken as an all-new entry in Holden's revitalised line-up though, the new Commodore ticks all the important boxes required of a mid-size to large passenger car these days. It may not be anywhere near as exciting as a 6.2-litre Redline sedan, ute or wagon, but it’s objectively a far better car overall, and you should definitely give it a drive before dismissing it. 

The pick of the bunch in my eyes is the $39,490 RS Sportwagon with the 2.0-litre petrol engine. Yep, the best new Commodore is now a four-cylinder station wagon.   

Be sure to check out what James Cleary thought of the new Commodore in prototype guise here:

Anything interesting about the Urus? That’s like asking is there anything tasty about that really tasty thing you’re eating there? See, whether you like the look of the Lamborghini Urus or not, you have to admit it doesn’t look like anything you’ve ever seen before, right?

I wasn’t a major fan of it when I first clapped eyes on it in pictures online, but in the metal and in front of me wearing that 'Giallo Augo' yellow paint I found the Urus stunning, like a giant queen bee.

As I’ve mentioned, the Urus is built on the same MLB Evo platform as the Volkswagen Touareg, Porsche Cayenne, Bentley Bentayga and Audi Q8. While that offers a ready-made base with great comfort, dynamics and technology, it would limit shape and styling, but nevertheless I think Lamborghini has done an excellent job of ‘dressing’ the Urus with styling that doesn’t give away its Volkswagen Group bloodline too much.

The Urus looks exactly how a Lamborghini SUV should – from its side profile with the sleek glasshouse and haunches which look spring loaded, to its Y-shaped tail-lights and tailgate lip spoiler.

At the front, as with the Aventador and Huracan, the Lamborghini badge takes pride of place and even that broad flat bonnet which looks just like the lid on its supercar siblings has to skirt around the emblem almost out of respect. Below is the giant grille with its enormous lower air-intake and front splitter.

You can also see a few hat tips to the original LM002 Lamborghini off-roader from the late 1980s in those squared-off wheel arches. Yes, this isn’t Lamborghini’s first SUV.

The optional 23-inch wheels do look a bit too big, but if anything can pull them off, I feel the Urus can because so much else about this SUV is over the top. Even everyday elements are extravagant – the fuel cap on our car was carbon-fibre for example.

But then everyday objects which I think should be there, aren’t – like a rear windscreen wiper.

The Urus’s cockpit is just as special (and Lamborghini) as its exterior. As with the Aventador and Huracan the start button hides beneath a red flip-up cover fighter-jet rocket launcher-style and the front passengers are separated by a floating centre console which is home to more aircraft inspired controls – there are levers for selecting drive modes and there’s a giant one just for selecting reverse.

As we’ve covered above, the interior of our car had been optioned to the hilt, but I have to mention those seats again – the Q-Citura diamond stitching looks and feels beautiful.

It’s not just the seats, though, every touch point in the Urus has a quality feel – actually even places that never come in contact with passenger such as the headlining look and feel plush.

The Urus is large – look at the dimensions: it’s 5112mm long, 2181mm wide (including the mirrors) and 1638mm tall.

But what’s the space like inside? Read on to find out.

Aside from the move to a front-drive basis, the other key difference between the new Commodore and those of the past is its shift from a classic three-box sedan shape to a sleek, five-door Liftback. Even the Sportwagon has an elegant arc to its roofline, which is arguably their most appealing design element. There are no Ute or Caprice bodystyles, and there never will be. 

The European-designed look is less macho than the bulging wheelarches of the VE and VF, but more in line with its European rivals like the Ford Mondeo, Volkswagen Passat and Skoda Superb. 

The best way to identify specific models is by their wheels, with the trim levels split between a more elegant body trim on the entry, Calais, Calais-V and Tourer variants, and sportier body kits with side skirts and a rear spoiler on the RS, RS-V and VXR flagship.

The interior look is also best described as elegant, with fresh shapes that flow cohesively into the door trims and centre console. There’s a general air of quality about it, but it’s let down by some cheap-feeling controls and switches, particularly the climate control knobs. 

The ZB’s overall size is bigger than you might think, with most dimensions fitting neatly between the VE/VF and the VT-VZ generation that preceded it. 

You might be surprised to learn it’s no lightweight either, with the heaviest Calais-V Tourer actually outweighing the portliest VF by 31kg. 

Interior dimensions are comparable with its predecessor, with the most significant differences being a narrower back seat thanks to its 36mm thinner body and 13mm less rear headroom in the Liftback (but 3mm more in the wagon).  

Before the decision was made to source the new car from Germany, Holden was planning a longer wheelbase for Australia. One specific requirement that did reach fruition is the availability of a V6 engine, which isn’t fitted to European versions.

Under the skin it rides on GM’s E2XX platform, which is a significant evolution of the chassis that underpinned the previous Insignia and the now-defunct Holden Malibu. 

Aside from having a say in every step of its design process, Holden engineers covered more than 200,000 kilometres of testing on Australian roads and at the Lang Lang proving ground.

This has been to fine tune the drivetrain calibrations, the steering, suspension, and even details like the sat nav and radio reception to suit our tastes and unique demands. 

Specific suspension tunes have been developed for four cylinder models, the V6 Calais, V6 RS-V and the Tourer, with unique setups between Liftback and Sportwagon bodies. 

The only version not to score an Australian suspension tune is the VXR, which was treated to a performance-focused setup at the Nürburgring in Germany. 

From the outside the Urus’s cabin looks like it could be a cramped place – it is a Lamborghini, after all right? The reality is the interior of the Urus is spacious and storage is great.

Our test car was a five-seater, but the Urus can also be ordered with just four seats. Alas, there is no seven-seater version of the Urus, but Bentley does offer a third row in its Bentayga.

The front seats in our Urus were snug but offered outstanding comfort and support.

Head-, shoulder- and legroom up front is excellent, but it’s the second row which is most impressive. Legroom for me, even at 191cm tall, is outstanding. I can sit behind my driving position with about 100mm to spare – take a look at the video if you don’t believe me. Headroom is good back there, too.

Entry and exit through the rear doors is good, although they could open wider, but the height of the Urus made putting my child into his car seat easy on my back. Also installing the car seat itself was easy – our is a top tether which hooked to the seatback.

The Urus has a 616-litre boot and that was large enough to fit the box for our new child car-seat (have a look at the images) along with several other bags – that’s damned good. Making loading easier is an air suspension system which can lower the rear of the SUV.

The big door pockets were excellent and so was the floating centre console which has storage underneath and two 12-volt power outlets. You’ll also find a USB port up front, too.

The centre console bin is the downfall – it’s only has space for the wireless charging pad.

There are two cupholders up front and another two in the fold down centre armrest in the rear.

The rear climate control system is outstanding and offers separate temperature options for left and right rear riders, with plenty of vents.

Grab handles, 'Jesus handles', call them what you will, but the Urus doesn’t have any. Both the youngest and oldest members of my family pointed this out – my son and my mother. Personally, I’ve never had a use for them, but they both feel it’s a glaring omission.

I’m not going to mark the Urus down for a lack of handles – this is a practical and family friendly SUV.

Another traditional Commodore trait to have taken a step backwards is its ability to carry three adults across the back seat. Admittedly only really an issue for taxi use, the ZB will certainly still swallow three, and likely three child seats, but less comfortably and more like the similarly sized Camry.

The Liftback’s reduced headroom didn’t matter for this 172cm tester, but if you were marginal in a VF you’d probably want to avoid spiking your hair.  

The cabin ticks all the other important boxes for a modern family car, including twin cupholders front and rear, bottleholders in each door and two ISOFIX child seat mounts in the rear. 

All get a good cluster of USB and 12V charge points, while the RS-V models upwards get a big bonus with wireless phone charging. 

The Liftback's boot space is only slightly down on before at 490 litres, but the huge opening created by the five-door design is so much more useful in the real world. It also brings a split-fold back seat for the first time in a non-wagon Commodore. 

The Sportwagon has lost around 100 litres in capacity though, but is still a very useful 560 litres to seat height or 793 litres to the roof. 

Holden’s local team has also developed a range of optional accessories for the Commodore, which includes a bonnet protector, weather shield, towbar, boot liner, floor mats, headlight protectors, sill guards, locking wheel nuts, roof racks and a cargo net, but there’s no sign of a cargo barrier, nudge bar or bullbar at this stage.

Aligning with the Insignia’s European platform has bumped the Commodore right up to speed with the current status quo of features expected in such a family car. 

Available Commodore firsts include standard auto emergency braking (AEB) on all models, adaptive cruise control, 360-degree / surround-view cameras, massage and ventilated seats, heated rear seats, wireless phone charging, LED headlights and a power tailgate on the wagons. Like most new cars, there’s no more CD player or DVD player with the radio and other multimedia options. 

The broad model range is split into LT, RS, RS-V, Calais, Calais-V, VXR trim levels, while the off-road flavoured Tourer is split into Calais and Calais-V versions. 

All bar the Tourer and VXR are available with either Liftback or Sportwagon ($2200 extra) bodystyles, while the 2.0-litre turbo engine is standard in the LT, RS and Calais. The V6 with all-wheel drive is available in the RS, RS-V, Calais-V, VXR and both Tourer trims, while the diesel engine is limited to the LT and Calais. 

The base LT Liftback drops the Commodore entry point by $1800 with a list price of $33,690. The diesel engine is available in either bodystyle for an extra $3000. 

Standard features include the aforementioned AEB, lane keep assist, lane departure warning, Apple CarPlay and Android Auto in addition to Bluetooth connectivity with a 7.0-inch multimedia screen, reversing camera, auto parking, a leather steering wheel, an eight-way power driver’s seat, proximity keys, auto headlights and wipers, air conditioning and 17-inch alloy rims.

The RS kicks off at $37,290, or $40,790 in V6 AWD guise, and brings sports front seats, steering wheel and body kit, blind-spot monitoring, rear cross-traffic alert and bigger 18-inch alloys, while the Sportwagon version gets a power tailgate. 

The V6 AWD RS-V commands $46,990, and adds leather seats, heated front seats, paddle shifters a larger 8.0-inch multimedia screen with built-in GPS navigation system and DAB+ digital radio, a colour head-up display, wireless phone charger, interior ambient lighting, upgraded Hi Per strut suspension and a sportier rear bumper. 

The $40,990 Calais is also available with the diesel engine for an extra $3000, or as the V6 AWD Tourer wagon for $45,990. 

The Calais sits closer to the LT on features, but adds leather trim, front seat heaters, 8-inch multimedia screen with built-in GPS navigation system and DAB+ digital radio, wireless phone charging, blind-spot monitoring, rear cross-traffic alert and 18-inch alloys. 

The Calais Tourer scores a ride height lift (overall height up 42mm) and off-road styled unpainted wheel-arch moulds and bumper caps. 

The $51,990 Calais-V adds a Bose premium sound system, ventilated front seats, a massage function and powered side bolsters for the driver’s seat, heated rear seats, a sports steering wheel with paddle shifters, 360 degree cameras, colour head-up display, adaptive LED headlights and 20-inch alloys. The Liftback version gets an electronic sunroof, while the Tourer version gets a panoramic glass roof. 

The top-spec VXR is closest to the RS-V in terms of features, but for $55,990 it adds VXR-specific sports seats with power adjustable bolsters and ventilation up front, heated rear seats, Bose premium audio, adaptive suspension, adaptive cruise control, Brembo brakes, VXR floor mats and sill plates, active LED headlights, 360-degree camera, electric sunroof, and 20-inch alloy wheels. 

From launch, Holden is offering drive-away pricing across several models, with on-road costs included. The LT petrol Liftback is available for $35,990, while the RS Liftaback is being offered for $38,990 with the 2.0-litre turbo and $42,490 with the V6. The Calais Tourer is also being offered for $47,990 drive away.

MORE: Check out our ZB Holden Commodore price guide and price list here.

The available colours are spread across two whites, two reds, silver, grey, black and blue, with some only available on certain models. All bar the non-metallic white and red will cost you an extra $550, but there’s no sign of the green, purple, orange, or yellow we’ve seen over the past decade. 

The Lamborghini Urus has a 4.0-litre twin-turbo petrol V8 engine making 478kW/850Nm.

Any engine which can make 650 horsepower has my attention, but this unit, which you’ll also find in the Bentley Bentayga, is superb. The power delivery feels almost naturally aspirated in how linear and controllable it feels.

While the Urus doesn’t have the same screaming exhaust note as a V12 Aventador or the V10 found in the Huracan, the deep V8 grumble on idle and crackle on the down shifts let everybody know I’d arrived.

An eight-speed automatic transmission can change its personality from a brutally hard-shifter in Corsa (Track) mode to gelato smooth in Strada (Street).

No, there’s no more V8, manual transmission or rear wheel drive, but the ZB’s options are more in sync with its newer rivals. 

For the first time since the VH, or 1984, the base engine is a four-cylinder petrol unit, but uses modern tech like direct injection and a turbo to boost power statistics to more than triple that of the infamous Starfire engine. Also seen in the Equinox, the new turbo motor’s 191kW is also notably 6kW more than the 5.0-litre V8 in the VL Group A SS (Walkinshaw), and 1kW more than the 3.6-litre V6 was making in top-spec VZ Commodores – so pretty good horsepower for its engine size.

MORE: If any Commodore engine problems or automatic transmission problems crop up, you’ll likely find them here.

The real story is its healthy 350Nm of torque, which is also more than what the same VZs were making, but on tap from a useful 3000-4000rpm.

The latest version of the 3.6-litre Alloytec V6 that’s seen duty in VZ, VE and VF models makes a reappearance as the new performance leader, but mounted sideways and turning all four wheels this time. In ZB trim, it produces 235kW and 381Nm, the latter from 5200rpm.

MORE: Find all ZB Commodore specifications here.

For the first time, you can also choose a diesel option with LT and Calais trims, which is a version of the engine used in the previous Opel Insignia. You’ll also find it under the bonnet of the Jeep Cherokee and Compass, and its applications spread as wide as the Alfa Romeo 159 that ended production in 2011. In Commodore guise, the turbo 2.0-litre engine specs are 125kW and 400Nm (available from 1750-2500rpm), and therefore taking out the torque trophy for the ZB range. 

Both petrol engines are paired with a nine-speed torque converter automatic transmission, while the diesel has an eight-speed gearbox. Both four-cylinder engines are front-wheel drive, while all V6 variants are all-wheel drive. 

MORE: What’s the difference between 4X4, 4WD and AWD

The all-wheel drive system is actually quite clever, using what’s called a Twinster twin-clutch rear differential for finite torque vectoring, or sending the just the right amount of power to each wheel. The system varies torque distribution between 100 per cent front and a 50/50 split. 

If you think the Commodore has gone soft, its towing capacity ratings also suggest otherwise, with a 2100kg maximum braked rating for V6 models matching the best offered previously. The four cylinder models are rated at 1800kg, which is 200kg better than what the previous 3.0-litre V6 and LPG models carried.

A V8 combustion engine that makes 478kW is not going to be frugal when it comes to fuel consumption. Lamborghini says the Urus should use 12.7L/100km after a combination of open and urban roads.

After highways, country roads and urban commutes I recorded 15.7L/100km at the fuel pump, which is close to the serving suggestion and good considering there weren't any motorway kays in there.

That’s thirsty, but not surprising.  

As you’d hope, the ZB sets a new Commodore benchmark for fuel consumption, with the diesel models managing a best official combined figure of 5.6L/100km. The petrol four-cylinder models also pip the VF’s best combined fuel economy figure of 8.3L/100km with 7.4 and 7.6L/100km for the LT, RS and Calais Liftbacks respectively. The Sportwagon versions wear 7.7 and 7.9L/100km figures, while V6 versions span 8.9-9.3L/100km combined ratings. 

It’s worth noting that the petrol four-cylinder engine needs premium 95RON unleaded to do its best, while the V6 is happy to run on regular 91RON unleaded. All versions have a 61.7-litre fuel tank. 

The Lamborghini Urus is a brute, but not brutal, in that it’s big, powerful, quick and dynamic without being hard to drive. Actually, it’s one of the easiest and most comfortable SUVs I’ve ever driven, while also being the fastest I’ve piloted.

The Urus is at its most docile in the Strada (Street) drive mode and for the most part I drove it in this setting which kept the air suspension at its cushiest, the throttle calm and steering light.

The ride quality in Strada even on Sydney’s pot-holed and patchy streets was outstanding. Remarkable, given that our test car rolled on giant 23-inch wheels wrapped in wide, low profile tyres (325/30 Pirelli P Zeros at the rear and 285/35 at the front).

Sport mode does what you’d expect – firms the dampers, adds weight to the steering, makes the throttle more responsive and dials back the traction control. Then there’s 'Neve' which is for snow and probably not hugely useful in Australia.

Our car was fitted with optional extra drive modes – 'Corsa' for the racetrack, 'Terra' for rocks and dirt, and 'Sabbia' for sand.

Alternatively, you can ‘build your own’ mode using the 'Ego' selector which lets you adjust steering, suspension and throttle in light, medium or hard settings.

So, while you still have the Lamborghini supercar looks and colossal grunt, with the ability to head off road you could pilot the Urus all day as you would any large SUV in Strada.

In this mode you’d really have to plant your foot for the Urus’s reaction to be anything other than civilised.

Like any large SUV the Urus gives its occupants a commanding view, but it was a strange feeling looking out over that very Lamborghini bonnet but then pulling up next to the No.461 bus and glancing over almost at head height with the driver.

Then there’s the acceleration – 0-100km/h in 3.6 seconds. Combine that with this height and piloting it feels like watching one of those videos of a bullet train shot from the driver’s seat.

Braking is almost as astonishing as the acceleration. The Urus has been equipped with the largest brakes ever for a production car – sombrero-sized 440mm diameter discs at the front with giant 10-piston calipers and 370mm discs at the rear. Our Urus was fitted with carbon ceramic brakes and yellow calipers.

Visibility through the front and side windows was surprisingly good, although seeing through that rear glass was limited as you’d expect. I’m talking about the Urus not the bullet train – bullet train rear visibility is terrible.

The Urus has a 360-degree camera and an excellent reversing camera, too, which makes up for the small rear window.

The Commodore we know and most of us love is just as famous for its quality driving experience as its local production and motorsport successes. So, the ZB has some big shoes to fill in this area. 

At the ZB’s media launch, we drove everything aside from the base LT or any diesel variant, over several hundred kilometres of pretty much every road condition. 

I’ll cut to the chase. There’s a genuine quality to the way they handle Australian road conditions. We drove them back to back with a UK-spec model at Lang Lang, and while you’d expect the local car to excel at its own test facility, the rear and front suspension work in harmony to handle mid-corner bumps with far greater stability than the alternative. The electric power steering weighting was also lighter, but it didn’t seem to lose any precision. 

You probably wouldn’t notice it driving to the shops every day or cruising on the highway, but this on-limit controllability could easily be the difference between life and death in an emergency. 

The turbo four is a surprisingly capable and refined package, and would honestly be my pick if I were in the market. It’s smoother and more tractable than the V6, so feels like it would deliver speed more readily than the bigger engine unless you were going flat out. 

Holden isn’t quoting official 0-100km/h acceleration figures, but we hear the petrol four is good for a 7.0 second-ish time, and the V6 will manage just over 6.0sec. So there’s really not much in it outright. 

Therefore it’s a shame you can’t get the Tourer with the petrol four, but because the combination is available in Europe, Holden could shift the line-up if there’s enough demand. 

The nine-speed auto does a pretty good job with either engine, and its electronic brain does a slick job of seamlessly adjusting its shift behaviour to your driving style. 

Holden isn’t quoting ground clearance figures, but all have enough to handle dirt roads, and while the 17-inch wheel equipped models match the VF II’s 11.4m turning circle, be aware that the 18-inch wheel variants blow out to 11.7m, the 19s are 12.7m, and Holden doesn’t quote a figure for the 20-inch equipped Calais-V Liftback and VXR.   

The only other surprise among the group we drove is the Calais-V Liftback, which is likely to be a bit too sharp in its ride for some luxury buyers on its big 20-inch alloy wheels. The Calais or one of the Tourers would be your best bet for comfort.  

The VXR performance flagship is a completely different personality to the SS models of the past. It’s nowhere near as fast, but is more of a grownup package that’s easier to get the best out of. 

Its more demure than the brash final VF IIs, and the V6 does make a pretty sweet note, even if half of it is coming from the speakers.

Nothing was ever going to replicate the romance and pride of the last SS, but all is not lost for fans of fast Holdens.

All versions of the new Commodore come with a maximum five star ANCAP safety rating, which has been measured against 2017 standards. The VF’s five star rating was based on 2013 standards.

As mentioned above, all versions get standard AEB and ISOFIX child seat mounts, plus features like lane keep assist and departure warning, auto parking, a reversing camera with front and rear sensors and six airbags covering both rows of seats. 

All versions also get a novel following distance indicator to help you gauge a safe distance from the car in front. This could serve as excellent driver training, and worth having a go with on a test drive.

RS variants upwards get blind-spot monitoring and rear cross-traffic alert, while only the Calais-V and VXR get 360-degree /surround-view camera setups.

This is the category which brings the total score down. The three-year/unlimited kilometre warranty on the Urus is falling behind the norm with many carmakers moving to five-year coverage.

You can purchase the fourth year of the warranty for $4772 and the fifth year for $9191.

A three-year maintenance package can be bought for $6009.

Holden is currently offering a seven-year, unlimited kilometre warranty with roadside assistance to help boost sales, but be on the lookout for the return of this deal if you miss out this time. Normally, the Commodore carries the standard three year/100,000km warranty. 

Service intervals are now 12month/12,000km, which have shifted from the previous 9month/15,000km terms.

Service costs are capped for the first seven trips to the workshop, with petrol models costing $259, $299, $259, $359, $359, $359 and $259, or a total of $2153 over seven years or 84,000km. The diesel is actually slightly better value at $259, $359, $259, $399, $359 and $399, or $2134 over the same period.